Auxiliary air-valve.



WRIGHT E. HOWES, OF SAN FRANCISCO, CALIFOL RNIA, ASSIGNOR OF ONE-FOURTH TO JOHN P. WATERS, OFSAN FRANCISCO, CALIFORNIA.

AUXILIARY AIR-VALVE.

Specification of Letters Patent.

Patented July 18, 1916.

Application filed December 24, 1914. Serial No. 878,872

T all whom it may concern Be it known that I, WVRIGHT E. Howns, a citizen of the United States, residing at the city and county of San Francisco, and State of California, have invented new and useful Improvements in Auxiliary Air-Valves, of which the following is a specification.

This invention relates to an auxiliary air valve, the application being based on divisional subject matter contained in the application entitled Oarbureter filed by me July 14, 1914, Serial Number 850,900.

One of the objects of the present invention is to provide a simple, easily attached auxiliary air valve, by means of which air is admitted to the inlet manifold where it is mixed with the fuel from the carbureter in its passage to the engine; and particu tion. Fig. 2 is a central section through the auxiliary air valve. Fig. 3 is a cross section, of same on line 3-3, Fig. 2. 4 is a plan view of the disk valve 10. Fig. 5 is a similar view of the disk valve 11.

A indicates a carbureter of suitable construction, 2 the throttle valve mounted in same, 3 the inlet manifold which forms the connection between the carburetor and engine B, and C the auxiliary air valve forming the subject-matter of the present application.

I The valve is constructed in the following manner: 4 indicates a disk-shaped casing'having an annular, upturned flange 5 formed thereon. The casing 1s provlded with a threaded extension 6, which is adapted to be screwed intothe inlet manifold, and I a centrally disposed, outwardly projecting.

bearing stud 7. Extension 6 and stud 7 are in direct alinement with each other and are cored out centrally, as at 8, and radially, as at 9, to form an air passage between casing 4 and the manifold. The admission of air to casing 4 is controlled by a pair of disk valves 10 and 11, each of which is provided with a slot or opening 10 and 11 respectively of a substantially triangular shape. The valves are each adpted to be turned to bring said openings into and out of register wlth each other by a mechanism hereinafter to be described.

Stud 7 is' turneddown, as at 12, to form a seating shoulder for the disk valves 10 and 11 and a bearing 13 about which they may be turned. Shoulder 12 and the upper face of flange 5, together with the contacting faces of the disks, are preferably ground to form a perfect fit and an air-tight joint. The stud is further provided with two reduced threaded sections 14 and 15; section 14 being provided with a nut 16, between which and disk 11 a spring 17 is interposed, sald spring acting to keep the disks in tight contact with the casing and with each other.

A shoulder 18 is formed between the two threaded sections and this forms a seat for a perforated cover section 19 which is secured thereon by a nut 20. .Formed integral with the cover section is an extension arm 21, the function of which will be later described, and formed integral with disk 10 is an arm 22 which is connected, as at 23, to

operate in unison or'conjunction with the throttle valve. Disk 11 is in this instance surrounded by a clampin ring 25, on which is formed an arm'26. he ring and a portion of the arm are split, as at 27, and a screw 28 extending therethrough provides a means for locking or clamping disk 11 within the ring. The disk is thus adaptedv to be turned-by arm 26 and is at the same time adjustable with relation thereto.

Arm 26, with connected valve or disk '11, is manually controlled by the driver ofthe car from the seat and is operated in the following manner: 30 indicates a stifl wire which passes through a tightly coiled wire casing 31. One end of said wire casing is attached to arm 21, as at 32, while the other end is suitably secured, as at 33, to a bracket 34 mounted on the steering post, or in any other suitable position within convenient reach of the driver. Pivotally mounted onv bracket 34 is alever 35. One end of wire 30 is secured to said lever while the other end is secured to arm26. A connection is thus formed by which valve 11 may be controlled from the seat of the car; valve 10 being connected, as previously described, to operate in unison with the throttle valve, this in turn being'controlled in the usual manner.

During the operation of the motor a gaseous fuel and air mixture is supplled to the point of combustion in the motor through the manifold 3, the volume of such ,ply the proper mixture of fuel and air with which the motor can meet the various demands forpower and speed.

In the present instance valve C is tapped into the intake pipe between the throttle valve and the motor. This is utilized to vary the proportion of fuel to air whenever variation is required, by the dilution of the mixture formed in the carbureter, which is accomplished by. the addition of such proportionate amount of air as may be required to meet the aforementioned varying working conditions.

If the engine is running at high speed it must be assumed that the throttle valve is wide open. Openings 10 and 11* in valves 10 and 11 should under ordinary circumstances practically register if the car is running under light load, or, in other words, if the pull on the engine is not too great the registering of the air inlet openings under such conditions permits the admission of a largevolume of air and a proportional dilution' of .the fuel mixture. If it is desired toslowdo-wn by means of the throttle, it

is only necessary to partly close same. It is also necessary to decrease the proportion of auxiliary air admitted by decreasing the inlet openings through the valves 11 and 10. This is automatically accomplished in the present instance as valve 10 is directly connected with the throttle valve. The closing of the throttle valve will thus be followed with asimilar or proportional closing of the lower auxiliaryv air valve 10 as this is turned with relation to the valve 11. This movement is sufiicient to bring the openings 10 and 11 more or less out of register witheach other and they maybe so positioned that the complete closure of the throttle valve will insure a complete closure of the auxiliary air valve connections; this degree of closure being,however, regulated by the valve 11 which is manually operated through the lever 35 to inturn valve 11 to reduce the inlet area.

crease the proportional area through the auxiliary air valve for different speeds and altitudes. Again, if the throttle is wide open and openings 10 and ll 'are in register and if the pull on the engine begins to increase, for instance by the car encountering a grade, it will be necessary to decrease the amount of air admitted through the auxiliary air valve to permit a proportional richness of mixture. This is accomplished by pulling lever 35 in a direction which will The amount of auxiliary air admitted is thus decreased.

The auxiliary air valve constructed as here shown provides a means for internally cooling and scavenging the engine when the car is traveling by its own momentum, forinstance when coasting down a grade, and may at the same time be used as a brake. The throttle valve is in this instance completely closed and valve 11 is turned into position where its opening 11' will partly register with opening 10 in valve 10. The air will thus be drawn in through said registering openings and will consequently enter the cylinders through the manifold and inlet valves in the usual manner. The area of the opening through valves 10 and 11 will regulate the speed with which; the engine can run when coasting down grade and will thus act as a brake.

The materials and finish of the several parts of the device are such as the experience and judgment of the manufacturer may dictate.

I wish it understood that various changes in form, proportions and minor details of construction may be resorted to within the scope of the appended claims and that I do not wish to limit myself to the specific design and construction here shown.

Having thus described my invention, what I claim and desire to secure by Letters Pat-- ent is 1. The combination With the throttle valve on a carbureter and the inlet manifold on the internal combustion engine of an automobile, of a casing connected with the manifold having an opening formed therein to admit air to the manifold, a pair of disk valves mounted on the casing, said valves having substantially triangular-shaped openings formed therein adapted to be brought into register with each other to control the volume of air admitted through the casing to the manifold, means connecting one of said valves with the throttle valve, and means connected with the other valve whereby this may be operated by the driver from. the seat.

2. An auxiliary air valve for internal combustion engines comprising a casing which is adapted to be connected with the inlet manifold'on. the engine, said casing having an opening formed therein to admit air to the manifold, a disk valve turnable on the casing, said disk valve having an opening formed therein communicating with the opening in the casing, a second disk valve turnable on top'of the first named disk valve,

- 1 said valve having an opening formed therein adapted to be brought into and out of register with the opening in the first valve and also adapted to form a closure therefor, a perforated cover inclosing said disk valves, a spring interposed between the cover and the second valve to keep the valves in tight contact witheach other and the casing, a lever connected with the second valve by which said valve may be manuallybperated, means for adjusting the position of the valve with relation to said lever and the first valve, and means for connecting the first valve to turn in unison with the throttle valve of the carbureter which is connected with the manifold.

3. An auxiliary air valve comprising a casing having an air passage formed therethrough, a central bearing stud formed on said casing, a disk valve turnable about said stud, said valve having an opening formed therein always adapted to form a communication with the air passage in the casing,

a second disk valve turnable about the study mounted on top of the first valve, said valve having an opening formed therein adapted to be brought into register with the opening in the first valve and also adapted to form a closure therefor, a stationary perforated cover section for the valves carried on the outer end of the stud, a spring interposed between said cover and the second valve to hold same in tight contact with each other and the casing, a clamping ring having a lever formed thereon surrounding'the second valve, means for manually operating said lever to turn the second valve independently of the first valve, and means for turning the first valve independently of the second valve.

4. The combination with the throttle valve on a carbureter and the inlet manifold on an internal combustion engine, of a casing connected with the manifold having an opening formed therein to admit air to the manifo d, a pair of disk valves mounted on the casing, said valves having openings formed therein adapted to be brought into register with each other to control the volume of air admitted through the casing to the manifold, means connecting one of said valves with the throttle valve, a split ring having a lever formed thereon surrounding the other valve, and a screw passing through the split part of the ring to lock the ring on the valve.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

WRIGHT E. HOWES.

Witnesses:

G. E. KELLocc, H. H. ALEXANDER. 

